Have you bumped your head? As long as I have known you, you've always wanted more in your cars. Come-on now rip that thing out and slap larger blower in there.

Lol, no I live in a more realistic world now. Think about it, this a simple build, drop in low comp pistons, rods, and bearings, nothing else was done to the motor, no sleeving, head studs, cams, etc. The car is making 70-80 more whp and 80 - 100CHP over the top rated ESS OTS kits, with only 4 more psi and compared to other kits it's on that same dyno it's only 2psi more and remember with lowered compression you lose power. With the VT625+ you need 93+ octane, with the VT3 you can run 91 only. 660whp, depending on how you calculate DTL, is ~775CHP, that's plenty for a RWD car, lol, anymore what's the point? How do you put the power down, at that point you're more frustrated than happy. This is the ONLY way to reaslitically make more RELIABLE power without going crazy on the build, fuel system, blower, adding turbo's, etc. You didn't just buy more power, you bought upgrades for the motor to make it safer and more reliable for more boost.

A YSI blower? You guys ever heard one? They are obnoxiously loud, the T-Trim will not add anymore power and tapping the oil on this car is not ideal IMHO. Currently this is the only documented Stage 3 car, running a V3 Vortech, that is making ~660whp STD at 11psi on a Dynojet. Another factor is the DCT transmission, how much can it handle? I've already had one go out on me when I tried different clutch packs, so I'm done experimenting, let the other poor soul give it a try. The car runs AWESOME right now, I'm not about to do anything to it, except enjoy it for a good long while.

I've already had one go out on me when I tried different clutch packs, so I'm done experimenting, let the other poor soul give it a try. The car runs AWESOME right now, I'm not about to do anything to it, except enjoy it for a good long while.

I'd do the same thing if I were in your shoes, these cars make for very expensive experiments.

This thread is full of win. Looking forward to seeing some footage of the airstrip runs.

Not to get the thread of topic, but what kind of Dyno did you run your 625 bolt on car on? Impressive numbers. When my VF car had the 620 pulley on, I did 534whp on a Dyno Dynamics. Now that I've done the 650 pulley, built motor is my last option for more power, so I'm looking forward to seeing your results in action.

So just out of curiosity, will there ever be an HP number that you think to yourself, ok that's enough? What an incredible car. Way to raise the already high bar the S65 set! Looking forward to videos.

This thread is full of win. Looking forward to seeing some footage of the airstrip runs.

Not to get the thread of topic, but what kind of Dyno did you run your 625 bolt on car on? Impressive numbers. When my VF car had the 620 pulley on, I did 534whp on a Dyno Dynamics. Now that I've done the 650 pulley, built motor is my last option for more power, so I'm looking forward to seeing your results in action.

Keep up the good work. Cheers.

Thank you, I ran the VT625 on the exact same dyno.

Quote:

Originally Posted by W///

So just out of curiosity, will there ever be an HP number that you think to yourself, ok that's enough? What an incredible car. Way to raise the already high bar the S65 set! Looking forward to videos.

I think 750+Crank Horsepower with this type of build, blower, keeping the DCT OEM components, is more than enough, for a few reasons.

1. Keep drivability
2. Can run on 91 pump fuel
3. DCT is holding the power and torque
4. With good tires you can get traction from a 2nd gear roll
5. You will still take most of the cars out there

When you start adding more, points 1-4 will suffer, and I'm not interested in this being a garage queen that I mostly talk about in hypotheticals, I want to drive it as much as possible, turn the key and not worry about anything. You can't make this much power on the stock motor reliably, you just can't, this is the only option and currently the power #'s are actually better than I expected and have seen from any other setup, utilizing these components. I have NO plans to add more and am very happy with the car as is.

I think 750+Crank Horsepower with this type of build, blower, keeping the DCT OEM components, is more than enough, for a few reasons.

1. Keep drivability
2. Can run on 91 pump fuel
3. DCT is holding the power and torque
4. With good tires you can get traction from a 2nd gear roll
5. You will still take most of the cars out there

When you start adding more, points 1-4 will suffer, and I'm not interested in this being a garage queen that I mostly talk about in hypotheticals, I want to drive it as much as possible, turn the key and not worry about anything. You can't make this much power on the stock motor reliably, you just can't, this is the only option and currently the power #'s are actually better than I expected and have seen from any other setup, utilizing these components. I have NO plans to add more and am very happy with the car as is.

This is the exact reason why I respect this build so much. There is no hinderance of realistic drivability and performance. The builds I enjoy following the most are the ones that you can enjoy in pretty much any reasonable situation....not only with crazy drag slicks, not only at the drag strip, not only at track, etc.

I think 750+Crank Horsepower with this type of build, blower, keeping the DCT OEM components, is more than enough, for a few reasons.

1. Keep drivability
2. Can run on 91 pump fuel
3. DCT is holding the power and torque
4. With good tires you can get traction from a 2nd gear roll
5. You will still take most of the cars out there

When you start adding more, points 1-4 will suffer, and I'm not interested in this being a garage queen that I mostly talk about in hypotheticals, I want to drive it as much as possible, turn the key and not worry about anything. You can't make this much power on the stock motor reliably, you just can't, this is the only option and currently the power #'s are actually better than I expected and have seen from any other setup, utilizing these components. I have NO plans to add more and am very happy with the car as is.

good to see your happy with it. sounds like you also have your head on straight and arent just out for numbers but real usablity.

This is the exact reason why I respect this build so much. There is no hinderance of realistic drivability and performance. The builds I enjoy following the most are the ones that you can enjoy in pretty much any reasonable situation....not only with crazy drag slicks, not only at the drag strip, not only at track, etc.

Thanks Alex, agreed, realistically for what I'm running these #'s are very good and a bit more than I expected with this setup.

Quote:

Originally Posted by ST06M3

Drew, good to see your car up and running well. Those dyno numbers and your setup look solid. Cant wait to see more vids and how you do at the next airstrip event.

Wish you were going to the event Broski.

Quote:

Originally Posted by chriszeh

good to see your happy with it. sounds like you also have your head on straight and arent just out for numbers but real usablity.

What changes did you try in the DCT that failed?
Wasn't Sticky doing some work with the DCT? Did that provide any benefit?

.

__________________

Let me get this straight... You are swapping out parts designed by some of the top engineers in the world because some guys sponsored by a company told you it's "better??" But when you ask the same guy about tracking, "oh no, I have a kid now" or "I just detailed my car." or "i just got new tires."

What changes did you try in the DCT that failed?
Wasn't Sticky doing some work with the DCT? Did that provide any benefit?

.

Thanks Aus, we're not entirely sure why the DCT failed, whether it was the their clutch packs or something else, it appears now that there is no doubt the DCT ECU needs to be tweaked in order to accept any new type of clutch packs, and myself nor ESS wanted to deal with that.

I've decided their wasn't sufficient evidence that they work without some major R&D and I did not want to go down that road. It's not because you don't want to push the envelope, it has to do with being smart and not wanting your car to be down for an unacceptable amount of time, with the DCT we are still in uncharted waters, and if it holds OEM, why change it. Looking back now the slipping clutch was probably do to all the 1/4 mile runs that I did, and I should have just installed a new OEM clutch, but it's part of the deal with a build like this.

While I love the M3, and don't want another car, you're living in an alternate universe if you think BIG Horsepower is reliable, or even that doable in this platform, unless you drive around with slicks all day. Although currently I've yet to see another M3 dyno higher @ this modest psi level, running this blower.

Thanks Aus, we're not entirely sure why the DCT failed, whether it was the their clutch packs or something else, it appears now that there is no doubt the DCT ECU needs to be tweaked in order to accept any new type of clutch packs, and myself nor ESS wanted to deal with that.

I've decided their wasn't sufficient evidence that they work without some major R&D and I did not want to go down that road. It's not because you don't want to push the envelope, it has to do with being smart and not wanting your car to be down for an unacceptable amount of time, with the DCT we are still in uncharted waters, and if it holds OEM, why change it. Looking back now the slipping clutch was probably do to all the 1/4 mile runs that I did, and I should have just installed a new OEM clutch, but it's part of the deal with a build like this.

While I love the M3, and don't want another car, you're living in an alternate universe if you think BIG Horsepower is reliable, or even that doable in this platform, unless you drive around with slicks all day. Although currently I've yet to see another M3 dyno higher @ this modest psi level, running this blower.

Currently I have no idea what is going on with Sticky's DCT setup.

Wise words Drew.

Your objective is similar to mine: get massive HP but within a drivability and reliability envelope that's similar to OEM.

I'm curious how much this cost. As most moving parts were replaced it sounds like an interesting option for someone who's been supercharged for 100k miles and wants to redo all the wear parts to something that will last 200k.

Your objective is similar to mine: get massive HP but within a drivability and reliability envelope that's similar to OEM.

I'm curious how much this cost. As most moving parts were replaced it sounds like an interesting option for someone who's been supercharged for 100k miles and wants to redo all the wear parts to something that will last 200k.